Automatic car stop



June 11, 1940. H D N 2,204,102

AUTOMATIC CAR STOP Filed D80. 15, 1938 x/ Z5 3 Q 60 ATTORNEYS Patented June 11, 1940 AUTOMATIC OAR STOP Albert S. Hayden, Kimball, W. Va., assignor of one-half to John S. Grogan, Kimball, W. Va.

Application December 15, 1938, Serial No. 245,962

4 Claims.

My invention relates to'the positioning of coal cars of the type employed in mining, and has among its objects and advantages the provision of an improved automatic clevis.

An object of my invention is to provide a clevis adapted for association with a rail embodying means for automatically and positively latching the car against accidental movement to facilitate loading of the cars. More specifically, the clevis embodies a base which maybe inserted underneath a rail for connection therewith, together with a latch mechanism connected therewith, which is automatically actuated through contact with one of the car wheels for consummating latched relation with the wheel as the car is moved into loading position. Means are employed for manually unlatching the clevis after loading of the car.

In the accompanying drawing:

Figure 1 is an clevational view of my invention showing the manner in which a car wheel is latched against accidental movement;

Figure2 is atop plan view;

Figure 3 is an end view; and

Figure 4 is a View similar to Figure 3 but illustrating the car wheel in section to show the specific relation between the clevis latch pin and the flange of the wheel.

In the embodiment selected to illustrate my invention, I make use;of a base H! which includes a plate I2 arranged to extend underneath the flange I4 of the rail l6, and is provided with a hook I8 arranged to hook over one edge of the flange l4. Plate 12 is positioned between the flange l4 and the upper face of the tie 20. Thus the base Ill may be placed in position by lifting the rail from the tie, connecting the hook l8 with the flange I 4, and lowering the rail upon the plate l2.

To one edge of the plate I4 I pivotally connect a latch plate 22 which carries a pin 24 located at such an elevation as to just clear the inside face of the rim 26 of the car wheel 28. Car wheel 28 includes the usual flange 21 which extends below the tread surface 29 of the rail head 40. The car wheel also includes the usual tread surface 3| which rolls on the surface 29. Thus, the rim 26 is bounded in part by the tread surface 3| and in part by the recess 32. Figure 4 illustrates the pin 24 in its latching position, at which time its end 3!] lies in the recess 32 of the car wheel and adjacent the bottom face 33 of the recess 32. With the pin 24 positioned according to Figure 4, the car wheel 28 will be latched against accidental movement on the rail I6 in either direction. Thus the car is locked to the track on which it runs so as to prevent accidental movement thereof.

Latch plate 22 includes a deflecting wing'34 which has its convexity 36 facing the rail, [6. Figure 2 illustrates the normal position. of the deflecting wing 36 before the car wheel is moved into latching relation with the pin 24. It will be noted that the end 38 of the deflecting wing lies considerably beyond the railhead 48 .so as' to provide sufficient clearance forthe wheel 28 as it is moved into camming relation with the deflecting wing. Engagement of the wheels 28 with the deflecting wing 38 will move the latch plate 22 to the left, as when viewing Figure 3, so as to swing the pin 24 entirely in the clear of the rim 26. The recess 42 in the latch plate 22 provides accommodation for the rim 26 of the wheel 28 at the moment that the pin 24 is positioned substantially in the positions illustrated in Figures 1 and 4. As the wheel 28 takes the position illustrated in Figure 1, a spring 44 throws the latch plate 22 to the positions illustrated in Figures 1 and 4, at which time the pin 24 will lie inside the rim 26 and thereby latch the wheel to the rail.

Plate I2 is provided with bored extensions 46 which are aligned with bored extensions 48 on the latch plate 22. A bolt 50 is passed through the alignedopenings in extensions and 48 for pivotally connecting the latch plate with the base plate [2. Thus the deflecting-wing 34 will. move the latch plate 22 therewith as a unit about the bolt 50 as an axis when engaged by the wheel 28. Spring 44 includes a convoluted reach 52 embracing the bolt 58 and a reach 54 arranged in pressure relation with the latch plate22. The other end of the spring is hooked over the edge of the base plate l2 so that the tension of the spring urges the latch plate 22 to the normal position of Figure 3. With the latch plate positioned according to Figure 3, the edge of the latch plate 22 rests on the base plate l2 to hold the latch plate in its normal position.

Figure 3 illustrates the car wheel 28 approaching the clevis. The deflecting wing 36 lies in the path of the wheel so that the latch plate 22 will be pivoted to the left when viewing Figure 3. The deflecting wing is of .suflicient length to hold the pin 24 in the clear of the flange 26 until the wheel 28 has been moved to the position of Figure 1. In the position of Figure 1, the pin 24 moves easily to a position inside the flange 26.

While means are incorporated in the clevis for automatically consummating latched relation with the wheel 28, the pin 24 is manually moved out of latching relation with the car wheel for safety purposes. A pull chain 58 has one end attached to an eye 60 attached to the latch plate 22 so that a pull on the chain 58 wil pivot the latch plate about the axis of the bolt sufficiently far to bring the pin 24 in the clear of the rim 26. My invention provides an auto matic clevis which positively locks the car against accidental movement on the track. The automatic feature eliminates the necessity for manipulating manual controls or other devices employed for blocking wheels against accidental rotation. In addition, the clevls functions to restrain the car from accidental movement while coupling and uncoupling the motor employed for drawing the car, The automatic latching feature saves time for both the loader and the motorman.

Without further elaboration, the foregoing will so fully illustrate my invention that others may, by applying current knowledge, readily adapt the samefor use under various conditions of service.

I claim:

1. The combination of a rail, a car Wheel having a wheel tread surface arranged to roll on said rail, an annular rim extending laterally from one side of said car wheel, a recess in said one side of the car wheel, said annular rim being bounded in part by said wheel tread surface and in part by one wall of said recess, a base means adapted for fixed connection with the rail, a rim latch normally lying in the path of said rim and movably connected with said base, a deflecting means operatively connected with said rim latch and lying in the path of said rim to be engaged thereby for moving and holding the rim latch in the clear of the rim until said rim lat-ch is aligned with said recess, and means for urging the rim latch inside and across said rim for latching the latter to said rail.

. 2. The combination of a rail, a car wheel having a wheel tread surface arranged to roll on said rail, an annular rim extending laterally from one side of said car wheel, a recess in said one side of the car wheel, said annular rim being bounded in part by said wheel tread surface and in part by one wall of said recess, a base means adapted for fixed connection with the rail, a rim latch normally lying in the path of said rim and movably connected with said base, a deflecting means operatively connected with said rim latch and lying in the path of said rim to be engaged thereby for moving and holding the rim latch in the clear of the rim until said rim latch is aligned with said recess, means for urging the rim latch inside and across said rim for latching the latter to said rail, and

- manually actuated means connected with the rim latch for withdrawing the latter in the clear of said rim.

3. The combination of a rail, a car wheel having a Wheel tread surface arranged to roll on said rail, an annular rim extending laterally from one side of said car wheel, a recess in said one side of the car wheel, said annular rim being bounded in part by said wheel tread surface and in part by one wall of said recess, a base adapted for fixed connection with said rail, a plate pivotally connected with said base, a rim latch carried by said plate and normally lying in the path of said rim, a deflecting wing comprising an extension of said plate arranged in the path of said rim to be engaged thereby for moving and holding said latch pin in the clear of the rim until said latch pin is aligned with said recess, and resilient means coacting with said base and said plate for moving the latter to bring thelatch pin inside and across said rim for latching the latter to said rail.

4. An automatic car stop comprising in combination with a rail and a car Wheel having a wheel tread surface arranged to roll on said rail, an annular rim extending laterally from one side of said car wheel, a recess in said one side of the car Wheel, said annular rim being bounded in part by said Wheel tread surface and in part by one wall of said recess, a base fixedly related to said rail, a rim latch pin, means for mo /ably connecting the rim latch pin with said base, with the rim latch pin normally lying in the path of said rim, deflecting means operatively connected with said first-mentioned means and lying in the path of said rim to be engaged thereby formoving and holding the rim latch pin in the clear of the rim until said rim latch pin is positioned in predetermined alignment with said recess, and means for urging said first-mentioned means in the direction of said car wheel to bring said rim latch pin inside and across said rim for latching the latter to said rail.

ALBERT S. HAYDEN. 

